Combustion-engine.



I A. BUCHI.

COMBUSTION ENGINE.

APPLICATION HLED JUNE 1; 1912. 1,142,873.. Patented June 15, 1915.

2 SHEETS-SHEET 1- WITNESSES IEVFNTOR ATTORNEY A. BUCHI.

COMBUSTION ENGINE.

APPLICATION FILED JUNE 1, 1912.

1.1%,73. Patented June 15, 1915.

2' SHEETS-SHEET 2.

/ 7 fm uu-m Al/ I W1TNES5ES NTbR ALFRED IB'O'CHI, F WINTERTHUR, SWITZERLAND, ASSIGNOB TO BUSGI-I-SUIAZER-BROS.-

.- DIESEL ENGINE COMPANY, ST. LOUIS, MISSOURI, A CORPORATION OF MISSOURI.

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Specification of Letters Patent. I Patentzgd June 15, 1915.

1' Application filed June 1, 1912. Serial No. 700,922.

To all whom it may concern:

- Be it'known that I, ALFRED Biiom, engineer, a citizen of the Republic of Switzerland, residing at Winterthur, Canton of 5 Zurich, Switzerland, have invented certain new and useful Improvements in Combustion-Engines, of which the following is a full and concise specification, as required by statute.

This invention is an improvement 1n combustion engines, such as Diesel engines, and relates more particularly to the means for supplying and controlling the air employed for injecting the fuel therein, the object being to provide one or more receivers or storage reservoirs in or connected to the fuel air injection line, together with suitable control mechanism therefor as later explained,

-whereby'such storage receptacle may be cut into or out from connection with such line according to the needs of the engine under variations of the load or other conditions. Storage capacity in the fuel injection air line is desirable for obvious reasons and also. usual, but on sudden change of load it retards the quick adjustment of the fuel introduction that is'necessary for efiicient control. In. order to accommodate a rapid" change in the load a corresponding rapid change must be made in the pressure of the fuel injection air.

An exemplification of the present invention is shown by the accompanying diagrammatic drawings, wherein- Figure 1 represents a Diesel type engine showing the fuel valve and air supply mechanism equipped with a controlled storage receptacle connected to the injection air line; Figs. 2, 3 and 4c are diagrams of diiferent 40 positions of a control mechanism capable of carrying out the principle of the invention; and Fig. 5 an axial section to illustrate a suitable construction of such mechanism.

The engine cylinder is shown at a, its piston at q, its fuel valve at b, its fuel valve lever at d, and fuel cam at c, all arranged in the conventional way. The fuel oil is supplied to the valve by a pipe s as usual and the injection air, for atomizing and injecting the fuel into and against the cylinder compression is supplied by the multistage air compressor e through an air line f. The compressor may or may not be driven by the crankshaft of the piston 0 according to circumstances.

' able valve casing,

The storage reservoir or receiver 9 is connecteol with the air line 7'' through a control devlce it which is subject to control either automatically or manually to shut the said reservolr on, partially or entirely, duringa change in the load on the engine and the regulation of the injection pressure.

The control device also, in the case illustrated, serves to put the reservoir into communication with the airline when the pres--' sure in the latter falls below the minimum necessary for the engines operation. The reservoir may itself, be supplied with pressure from the air line, or from a separate reservoir under higher pressure.

As shown for example in Figs. 2, 3, 4 and 5, the said control device comprises asuitindicated diagrammatically by n, in which are mounted two concentric valve members 0 and 10, both of which are adapted to open and close commu mcatlon, under proper relative conditions, from reservoir- 9 to fuel air line 7. The valve 0 is fitted to the bore of the casing n, v and the vvalve p is fitted to the interior Of-gg the valve 0, and each is ported as indicated, thus providing a compound valve -mechanism to control the reservoir connection. One of the'valve members, for instance 0, is provided with an operating lever m linked to a piston is in a cylinder which is con-' nected to the air line 7 by a pipe f; A.

spring 1 tends to urge such piston to the left against the air line pressure. The other valve member ;0 is likewise provided with an operating lever 71, which may be manually controlled, but is shown as linked to the bell crank 25 of a governor r.

Upon the starting of the engine, as also at very slow speed and heavy load, the relative positions of the parts would be as indicated by Fig. 2, wherein the governor collar is in a low position andthe piston is in its extreme, or nearly its extreme, right hand position compressing the'spring Z as the effect of the high pressure in pipe 7. With increasing speed the governor collar would gradually rise, turning the valve ;0 toward the position indicated in Fig. 3 and gradually shutting off the passage from the reservoir to the air line 7, leaving the air for injection to be supplied directly from the air pump e to the fuel valve. The valve 79 under such conditions cooperates with the port openings of the valve 0 as will be evi .i

dent, which valve remains in the position indicated until a drop in the pressure in the air line pipe 7 takes place, upon which the spring Z presses piston is to the left, moving lever m accordingly and thereby shifting its ort openings in the direction to open or enarge the passage between the reservoir and the air line. It will be evident that through such operation of the two valve-members a position of equilibrium will ultimately be established, wherein they will establish and maintain a balance of pressure in the air line 7 to suit the load and speed of the eng When the load varies and assuming for instance a sudden decrease to zero, the pressure existing in the air line pipe would be, at the moment of change, suflicient to hold the valve 0 in its extreme right-hand position, while the increasing governor speed would shift valve 39 to its extreme position, both valve-members being then in the relative positions indicated in Fig. 2, and the reservoir cut off. The pressure in the pipe f can thereafter fall or may be reduced instantly to such extent as only tothat. point where the tension of the spring is suflicient to move the piston to the left and thereby restore the pressure from the reservoir as shown by Fig. 3. The tension of the spring, which may be adjustable, is set to correspond with the lowest air line pressure necessary for running the engine, and upon any decrease, such as from the failure of the air compressor or from any other cause, the reservoir 9 will be instantly cut into operation regardless of the speed on the governor at that moment.

It will thus be evident that the invention compounds two functions of control upon the air supply of the fuel injection apparatus and thatthe same are adapted to operate conjointly and differentially to the end of maintaining desirable pressure conditions in the injection air line, as above stated, and as shown in the drawings. a

I claim:

1. In a combustion engine, the combination with a cylinder having fuel injection means, a fuel supply line, a fuel injection air line and a reservoir connected with the latter line, of a control device for shutting the reservoir ofi from the air line during change in the load on the engine.

2. In a combustion engine, the combination may be desired, but

with a cylinder having a fuel injection valve and a fuel line connected therewith, of an air compressor, a fuel injection air line connecting the same to the fuel valve of the engine and an air reservoir, in combination with a compound valve mechanism controlling the communication between the reservoir and the air line, and means for controlling said valve mechanism according to the pressure 1n the air line and the speed of the engine.

3. In a combustion engine, the combination with a cylinder having fuel injection means, a fuel injection air line leading thereto, an air compressor for supplying said air line, and a reservoir having a branch connection with the air line, of a control device for shutting ofi the branch communication of the reservoir from the air line during change in load on the engine.

4. In a combustion engine, the combination with a cylinder having fuel injection means, a fuel injection air line leading thereto, an air compressor for supplying said air line, and a reservoir having a branch connection with the air line, of a control device comprising two independently movable valve members jointly controlling the branch j communication of the reservoir with the air line, means acted upon by the pressure in said air line for operating one of the valve members, and separate means for operating the other valve member.

5. In a combustion engine, the combination with a cylinder having fuel injection means, a fuel injection air line leading thereto, an air compressor for supplying said air line, and a reservoir having a branch connection with the air line, of a control device comprlslng two lndependently movable valve members jointly controlling the branch communication of the reservoir with the air line, a governor and connections for operating one of said valve members, and a fluid pressure device in communication with the air line near the cylinder and connected with the other valve member.

In testimony whereof, I have signed this specification in the presence of two witnesses.

Aucns'r Rt'mcc, HARRY A. MCBRIDE. 

